Method for producing vaporized fuel for internal combustion engine

ABSTRACT

An automobile engine is fueled with a mixture of air and a vapor derived by passing electric current through an electrolytically conductive emulsion of gasoline and water. Specific compositions of the conductive emulsions are disclosed as are unique designs for vaporizers for the fuel.

This is a division of application Ser. No. 553,566, filed Feb. 27, 1975now U.S. Pat. No. 4,011,843.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to the method of and apparatus for fueling aninternal combustion engine with a vapor derived from a water-hydrocarbonemulsion, to electrolytically conductive emulsions useful for producingthe vapor, and to vaporizers for electrolytically producing the vaporfuel from the emulsions.

2. Related Applications

My copending patent application U.S. Ser. No. 475,645, filed June 3,1974 entitled "Vaporization Means and Method" discloses a vaporizeruseful in connection with the present invention. My copending patentapplication U.S. Ser. No. 544,145, filed Jan. 27, 1975 entitled"Gasoline-Water Emulsion" discloses a water-hydrocarbon emulsion systemuseful with the present invention.

3. Prior Art

Hydrocarbon fueled internal combustion engines are produced in largenumbers and have been the subject of intensive research and developmentover many years, but they all exhibit well recognized shortcomings incertain aspects of their performance. One difficulty derives from thefact that the fuel/air ratio required to produce reliable ignition fillsthe combustion chamber with substantially more fuel than can be consumedduring the ensuing explosion. The unburned hydrocarbons substantiallylower the fuel efficiency of the engine, represent a substantialpollution factor in the exhaust, and tend to adhere to the walls of thecombustion chamber, causing predetonation. If the fuel/air ratio islowered to the point where the entire fuel charge is consumed during theexplosion it is difficult to sustain reliable ignition of the charge.

The liquid hydrocarbon, typically gasoline, is not itself explosive;rather, only the vapor derived from the liquid is explosive. Since thevaporization process is exothermic, past efforts have been made to warmthe fuel charge before it is admitted to the combustion cylinders, inorder to hasten the vaporization.

A variety of heat exchangers which warm the charge with the combustionexhaust products have been proposed as well as various electricresistant heaters. In most modern carburetors a "hot spot" is providedwhich is heated with the exhaust gas. Also, various forms of "atomizers"have been proposed to subdivide the fuel into droplet form, thereyincreasing the surface area of a given fluid quantity to hasten itsvaporization.

While all of these devices have some utility, the fact remains that inmodern automotive engines much of the fuel is still in liquid form atthe start of the combustion chamber explosion despite the fact that boththe fuel economy of the engine and the cleanliness of its exhaust wouldbe improved if the charge were in pure vapor form.

Another manner in which the efficiency of an internal combustion enginemay be improved is by the mixture of water vapor with the intake fuelcharge. The latent heat of vaporization of the water vapor absorbs someof the heat energy of the explosion and thus slows the combustionprocess. This decreases the tendency toward pre-ignition and allows theuse of a lower octane fuel for given engine compression ratio. A varietyof arrangements have been proposed for injecting water vapor into thecombustion chamber with the fuel charge. The use of a water-fuelemulsion to provide water vapor in the combustion chamber has also beenproposed but despite extensive development this technique has not beenapplied to any substantial commercial use.

SUMMARY OF THE INVENTION

The present invention broadly contemplates achieving the advantagesprovided by a vaporized fuel charge containing water vapor through useof a unique liquid fuel and a novel arrangement for vaporizing that fuelto achieve a vapor fuel that may be provided directly to the combustionchamber.

The vapor introduced into the combustion chamber in the presentinvention is derived by passing electric current through awater-hydrocarbon emulsion containing appropriate electrolytes. Theresulting vapor includes the vapor from the hydrocarbon, water vapor,and may also contain some proportions of molecular hydrogen and oxygenresulting from the electrolytic decomposition of the water andhydrocarbons. This is not a fluid mist formed of droplets as are theoutputs of prior art devices but is in true gaseous form.

When this vapor charge is mixed with air it is readily ignitable atfuel/air ratios substantially below those at which conventional fuel/airmixtures may be ignited, both because of its vapor nature and thepresence of molecular oxygen and hydrogen in the vapor.

Engines fueled by vapor formed in accordance with the present inventionattain higher fuel efficiencies and emit lower proportions of noxiouscombustion products than do conventionally fueled engines. A prototypevehicle embodying the present invention obtained more miles per gallonusing the water-fuel emulsion of the present invention than it didemploying the same quantities of plain gasoline.

The passage of current through the liquid fuel to produce vapor isachieved using a vaporizer of special construction employing closelyspaced electrodes which extend into a body of the liquid fuel and draw asmall amount of a liquid upward between the electrodes by virtue oftheir surface attraction for the fuel, which is akin to that produced ina capillary tube. Most of the current flow is through this small volumeof fluid, quickly vaporizing it without any heating of the bulk of thefluid. The vaporizer is highly efficient in terms of its utilization ofelectricity and the current can readily be adjusted to control the rateof vapor generation in response to the engine's fuel requirements.

The electric current used with the vaporizer of the present inventionmay be either alternating current or direct current. The direct currentis believed to cause a higher degree of disassociation of the water thanAC but to require substantially higher currents. The energy used indisassociating the water is recovered in the burning of the resultinghydrogen in the combustion chambers.

I have found that conventional hydrocarbon fuels such as gasoline cannotbe vaporized even with the addition of electrolytes, since theseelectrolytes do not homogeneously mix with the gasoline. Neither can thewater-hydrocarbon emulsions known to the prior art be vaporized.However, I have discovered that the addition of appropriate electrolytesto certain water-hydrocarbon emulsions will produce liquid fuel that canbe vaporized through the passage of electric current to produce vaporcharges containing both hydrocarbons and water. The particularcomposition of liquid fuel disclosed subsequently, broadly consisting ofwater-hydrocarbon emulsions with added electrolyte, have proven highlystable over a wide range of temperature conditions and are simple toform using conventional mixing equipment.

The water-hydrocarbon emulsion used with the invention preferablycontains not more than about one-third by volume of water. I havedetermined that at least about 2% to 3% by volume of water is requiredin the emulsion to attain a vaporizable liquid. The emulsion is achievedthrough use of relatively small quantities of surfactants. Within therange of surfactants capable of achieving a water emulsion in gasoline,known to the prior art, including those surfactants disclosed in myprevious application referred to above, the choice is based upon theviscosity of the emulsion produced and the compatability of thesurfactants with the electrolyte used.

The electrolyte is preferably chosen from the group of mono-basic alkalimetal organic compounds having an alkylaryl radical. These compounds arepreferably modified by the addition of a base such as sodium hydroxide,to attain an alkaline nature. Other additives, such as dispersants,anti-icers, anti-rust agents and the like may be combined with theemulsion. The dispersants act to prevent agglomeration of theelectrolytes, to promote emulsion and to lower the viscosity. Theinventive fuel could also be formed by mixing an additive containing thesurfactants and electrolyte, and water, with gasoline in a fuel tank.

The increases in fuel economy which result from the vaporized state ofthe fuel charge and the presence of water vapor in the fuel charge,outweigh the energy consumption of the system in vaporizing the fuel,thus increasing the fuel economy of engines fueled in accordance withthe present invention. Additionally, these engines remain exceedinglyclean internally and provide an exhaust containing relatively smallproportions of atmospheric pollutants.

In one embodiment of the the invention, which will subsequently bedescribed in detail, a vaporizer-carburetor receives the liquidelectrolytic emulsion, generates the vapor and allows the vapor to bewithdrawn into a throat carrying air as a function of the enginemanifold pressure. This embodiment includes a solid state sensorpositioned to monitor the volume of fluid in the vaporizer and tocontrol the fuel flow to the vaporizer to maintain a relatively constantliquid level.

In another embodiment the automobile accelerator pedal directly controlsthe current flow through the vaporizer and the vapor fills up a chamberhaving an outlet to the carburetor throat. Thus the flow of vaporthrough the orifice into this throat is a function of the acceleratorsetting. An auxiliary orifice between the vapor chamber and the throatis normally closed and is opened for short periods when the acceleratoris suddenly depressed to quickly increase the vapor flow to the engine,in a manner analogous to the acceleration jet in a conventional liquidcarburetor.

In still another embodiment a conventional carburetor employing thewater-gasoline emulsion is used to start the engine which then runs onthe output of the vaporizer.

Other objectives, advantages and applications of the present inventionwill be made apparent by the following detailed description of apreferred embodiment of the invention. The description makes referenceto the accompanying drawings in which:

FIG. 1 is a schematic diagram illustrating a system for fueling aninternal combustion engine in accordance with the present invention;

FIG. 2 is a sectional view through a combination fuel vaporizer andcarburetor formed in accordance with a preferred embodiment of theinvention;

FIG. 3 is a sectional view of the device of FIG. 2 taken along line 3--3of FIG. 2;

FIG. 4 is a schematic drawing of an alternative form of vaporizer andmeans for feeding fuel to the vaporizer; and

FIG. 5 is a schematic drawing of another alternative embodiment of theinvention employing a conventional carburetor for starting the engine.

Fuel systems for internal combustion engines, formed in accordance withthe present invention, preferably have the form indicated in FIG. 1. Thefuel supply for the engine, stored in the tank 10, broadly comprises awater-gasoline emulsion, containing less than about one-third and morethan 2% to 3% by volume of water and having a finite electricalresistance by virtue of the addition of an electrolyte. Specificcompositions for such fuel will be subsequently described.

The pump 12, driven by the engine, provides a stream of fluid from thetank 10 to a vaporizer 14. As in conventional automobile engines thepump is preferably of the positive displacement type and produces anoutput flow proportional to the engine speed.

The vaporizer 14 passes electric current through the fluid provided bythe pump to form a vapor. Switch means 16 connect the vaporizer 14 tothe output of an inverter 18 powered from the vehicle battery 20 duringthe starting of the engine. After the engine is running the switch 16 iscontrolled to provide the vaporizer with power from an alternator 22driven by the engine.

In the preferred embodiment of the invention the power passed throughthe fluid fuel is alternating current. In other embodiments of theinvention direct current could be used to power the vaporizer. Thiscould be derived directly from the battery 20 or might alternativelyemploy appropriate voltage changing circuitry. The voltage output of thealterrator 22 is proportional to the engine speed, thus the currentpassed through the vaporizer 14 and the resultant rate of generation ofthe vapor is proportional to engine speed. The power from the alternatoris derived directly from the alternator field and is not rectified. In aprototype unit a three-phase alternator sold by Ford Motor Company forheating electrically conductive auto windows was used to provide thevaporizing current. This unit has an output from 180-1500 Hz and up to120 volts as a function of engine speed.

The vapor formed from the fuel is provided to a carburetor 24 whichmixes the vapor with incoming air and provides the resulting explosivecharge to manifold 26 connecting to the input valves of the enginecylinders 28. The carburetor throttle is controlled by an accelerator 30which controls the charge flow to the cylinders and thus the speed ofthe engine.

A preferred embodiment of the combination vaporizer and carburetor isillustrated in FIG. 2. The unit employs three concentric metal tubes 32,34 and 36, preferably cylindrical in cross-section and formed of arelatively inert metal such as titanium. The inner diameter of the outertube 32 exceeds the outer diameter of the middle tube 34 and fourplastic insulator strips 38 separate the two tubes. Similarly, the innerdiameter of the middle tube 34 exceeds the outer diameter of the innertube 36 and four vertically extending plastic insulator strips 40separate these two tubes. The outer tube 32 and the inner tube 36 areboth welded to a disc-shaped plate 42 at their lower ends so as tosupport them relative to one another and connect them electrically. Thecenter tube 34 is supported above a plastic ring 44 which insulates thecenter tube from the inner and outer tubes. The central hole in the disc42 is the same diameter of the inner tube 36.

In a preferred arrangement the three tubes may each have 0.065 inchthick walls; the outer tube 32 may have an outer diameter of 1.50inches; the center tube 34 may have an outer diameter of 1.25 inches;and the inner tube 36 may have an outer diameter of 1 inch. Thus thespace between the outer tube 32 and the center tube 34 and the spacebetween the center tube 34 and the inner tube 36 are each about 0.185inches. These tubes, with the base, form two cylindrical volumes, closedat their lower ends and open at their top ends. In the preferredembodiment of the invention the center tube is slightly shorter than theouter tube and the inner tube is slightly shorter than the center tube.This arrangement simplifies the attachment of electrical leads 48 and 46to the outer and central tubes respectively.

The fuel feed line 50 from the pump 12 is connected to an aperture inthe outer tube 32 slightly above the bottom of that tube. Liquid fuel isadmitted through this tube into the volume between the inner and outertubes. Four holes 52 are formed through the center tube 34 at the levelof the fuel feed tube 50 allowing fuel admitted through the line 50 topass to the volume between the inner and middle tubes.

When a potential difference is applied to the two lines 48 and 46, whichconnect to the switch means in the circuit of FIG. 1, a potentialdifference is created between the center tube 34 and the inner and outertubes 32 and 36. Because of the electrolytic nature of the liquid fuelthe current that flows will be a function of the instantaneous voltageimposed between the plates and the conductivity of the fuel. When theoutput of a conventional automotive alternator, of the type used with a12 volt electric system, is applied to the leads 46 and 48, the electriccurrent causes the liquid fuel to vaporize and to fill the volumebetween the tubes, above the fluid level.

The narrow cross-sections of the volumes between the tubes act in themanner of capillary tubes to raise the fluid level at the free fluidsurfaces between the spacers 38 and 40. The primary current flow throughthe fluid is at this surface, resulting in a vaporizing of the fluidwithout a heating of the bulk of the fluid.

The space between the tubes is minimized to prevent the formation ofbubbles which might burst to wet and thereby condense already generatedvapor thereby diminishing the total productivity of the vaporizer.Additionally, if the space between the tubes is too wide, the bulk ofthe liquid between the electrodes is heated, unnecessarily wastingpower. Additionally, the greater the spacing between the electrodes thegreater concentration of electrolyte required. This increases thepossibility that heavy current flow through a localized concentration ofthe electrolyte will create sparking and an explosion within thevaporizer.

The rate of generation of the vapor is a function of the alternatorvoltage. Vaporization occurs because of the heating of the fluid (I² Rloss) and the electrolytic decomposition of the components of theemulsion, which generate hydrogen and oxygen.

The vapor produced by the apparatus of FIG. 2 is not steam-like inappearance but is rather exceedingly dry to the touch and has littletendency to condense within the normal range of temperatures encounteredin driving in this country.

The center of the inner tube 36 acts like the throat of a carburetor. Itis equipped with a pivotable choke valve 54, preferably controlled by aconventional automatic choke mechanism. A plastic air intake tube 56 isconnected to the bottom of the tube 36 and a conventional air filter 58closes off the bottom of the tube 56.

At the upper end of the vaporizer a plastic output tube 60 is attachedto the outer diameter of the tube 32. A butterfly throttle valve 62 issupported centrally in the tube 60 above the vaporizer structure. Thetube 60 leads to the intake manifold of the engine.

To start the engine the switch 16 is connected to the inverter 18 sothat alternating current derived from the battery 20 may be used togenerate initial vapor for starting. The inverter may provide about 50volts at 2,000 cycles. Simultaneously the engine is turned over by aconventional starter motor, feeding fuel from the pump 12 through theline 50 into the base of the vaporizer 14. The manifold vacuum will tendto draw this vapor into the combustion chambers to start the engine.Once the engine is started the switch 16 may be thrown to its runposition so that the unrectified output of the alternator is applieddirectly to the vaporizer. In this manner the output of the vaporizerand the rate of generation of vapor will both be a function of theengine speed. The vaporizer may be powered at all times since, in theabsence of fuel, no current flows through the vaporizer and accordinglyno electrical energy is spent. The flow of air through the interior ofthe tube 36 as a result of the engine vacuum will draw the vapor intothe combustion chamber at a rate proportional to the engine speed. Theair/fuel ratio will be a function of the rate of vapor generation andthe diameter of the inner tube 36. The diameters of the tubes 32, 34 and36, and in particular the inner diameter of the inner tube 36, may bevaried in other embodiments of the invention to achieve differentair/fuel ratios. Alternatively, the output of the air tube 60 might beprovided to an additional carburetor device, which mixes the overly richvapor derived therefrom with additional air to produce the desiredair/fuel ratio.

An alternate form of vaporizer is illustrated in FIG. 4. The vaporizeremploys a pair of metal plates 64, which are disposed parallel to oneanother and separated by approximately 1/16 of an inch by plasticspacers 65 therebetween. The plates are supported relative to oneanother and enclosed at their free ends, by a plastic housing 66, shownbroken away for purposes of illustration, which surrounds the outersides of the plates and encloses the volume between them. Liquid fuel tobe vaporized is introduced to the space between the plates by a feedline68 that extends through the side casing 66 adjacent to the bottom of oneside wall. The fuel is driven through the feedline 68 by an electricfuel pump 70 connected by an input line 71 to a fuel supply.

A liquid level sensor 72 extends into the volume between the plates 64through the sidewall 66, about halfway up its height. The sensor maytake any one of a variety of forms. It might be a solid-state sensor orit might employ a float or other well-known technique. The electrolytein the gasoline allows the use of a conductive liquid level sensorswhich could not be employed with conventional gasoline fuel. The sensor72 is connected to the pump 70 and controls the application of power tothe pump to maintain a constant level of liquid fuel volume between theplates 64.

The plates 64 are connected to a suitable electric power source by apair of electric wires 74. The power source may be the devices indicatedin FIG. 1 or an appropriate source of DC power.

The vapor generated between the plates 64 as a result of passage ofelectric current through the fluid fuel accumulates in the volume abovethe fluid interface and the pressure of the vapor forces it through aline 76 to an appropriate carburetor mechanism, generally indicated at78, which mixes the vapor with air for feeding to the engine combustionchambers.

The volume between the plates 64 and above the free level of the fluidfuel is also connected to the carburetor 78 by a separate second conduit80. A normally closed valve 82 supported in the conduit may be opened byan appropriate mechanical or electronic control signal from theaccelerator 84 upon sudden depression of the accelerator toinstantaneously increase the rate of flow of the vapor into thecombustion chamber. This acts in a manner analogous to the accelerationjet of liquid fuel carburetors.

While the preferred embodiment of the invention utilizes the forms ofvaporizers shown it should be recognized that other forms of vaporizersmay be used with other embodiments of the invention.

An alternate embodiment of the invention which eliminates the need foran inverter to power the vaporizer during the start of the engine isillustrated in FIG. 5. A valve 90 diverts fuel provided from a tank 92by a pump 94, to either a conventional form of carburetor 96 or to avaporizer/carburetor 98 formed in accordance with the present invention.An engine 100 is adapted to receive fuel from either the carburetor 96or the vaporizer/carburetor 98. The engine in turn drives an alternator102 which provides power to the vaporizer/carburetor 98.

During starting of the engine the valve 90 is controlled to provide fuelto the carburetor 96 and the engine is started in a normal manner. Afterstarting, the valve 90 is switched to provide fuel to thevaporizer/carburetor 98 and the engine 100 begins to run on that vapor.I have found that the generation of vapor commences sufficiently rapidlythat the discontinuity of fuel supply resulting from the process is notnoted.

This arrangement requires a water-hydrocarbon emulsion containing anelectrolyte which is suitable for use in a normal carburetor as well asin the vaporizer. The fuel of Example 1, following, has been found tomeet this requirement.

The fuel used with the engine basically consists of an electrolyticallyconductive water-gasoline emulsion. The water is preferably present inpercentages by volume of less than about one-third and in excess of 2%to 3% by volume. Approximately 26% water appears to provide optimumengine performance in a conventional automotive engine. Thewater-gasoline emulsion may be formed in accordance with the teachingsof the prior art. For example, my copending patent application Ser. No.544,145 discloses an emulsion formed using non-ionic ethoxylatedalkylphenols as the surfactant. However, I have found that whenappropriate electrolytes are added to these emulsions the resultingmixture has such a high viscosity as to make it difficult to design anefficient vaporizer. I preferably employ fuels of the followingcomposition in connection with the invention:

EXAMPLE 1

    ______________________________________                                        .60%   by volume of butyl naphthalene sodium sul-                                    fonate (BNS, by Emkay, anionic, modified                                      by sodium hydroxide)                                                   .60%   by volume of modified sodium sulfonate                                        (#98, by Petrochem, anionic, dispersant)                               .60%   by volume of alcohol sodium sulfate (Rexowet                                  NF, by Emkay, anionic)                                                 .60%   by volume of alkyl terpene (B, by Emkay,                                      non-ionic)                                                             25.60% by volume of tap water                                                 72.00% by volume of commercially available gasoline                           100.00%                                                                       ______________________________________                                    

The alkyl terpene and the alcohol sodium sulfate form the basicsurfactant system for emulsifying the water and the gasoline. Thesesurfactants provide a proper hydrophobic-hydrophilic balance and providean emulsion having a higher viscosity than the gasoline which is wellsuited for use with the preferred embodiments of the vaporizer.

The dispersant is commonly employed with surfactant systems and producesa smooth homogeneous emulsion, preventing agglomeration of thecomponents of the emulsion. The modified sodium sulfate is a watersolution containing two grams of the sodium sulfate per 100 millilitersof water.

The butyl naphthalene sodium sulfonate acts as an electrolyte. It ismodified by the addition of sodium hydroxide to provide a basic Ph. Itis a member of the class of organic materials known as the mahoganyacids. Other mono-basic sulfonates might be employed with otherembodiments of the invention and as a broad class any organic alkalinemetal compound that is soluble in the emulsion can be used as anelectrolyte.

The volume of tap water in the above formula may be varied from 3% to33% and the balance of the gasoline adjusted accordingly without varyingthe other chemical constituents. Any of these fuels provide satisfactoryresults. Anti-icers, corrosion resistant agents and other additivesknown to the art may be added as conditions warrant.

To combine the ingredients of the above formula the surfactants arefirst introduced into the water phase and the gasoline is then added bycontinuously stirring with an air driven mixing motor at 1,000 r.p.m.for 3-10 minutes. It is important that as little air as possible beentrained in this emulsion as the thicker mass will require higherpressure for pumping and air bubbles cause an intermittent fuel flow.

This emulsion remains stable over long periods with no separation atextremes of temperature and will not freeze if commonly used gasolinede-icers are used.

EXAMPLE 2

    ______________________________________                                        .60%   by volume of butyl naphthalene potassium                                      sulfonate                                                              .60%   by volume of modified potassium sulfonate                              .60%   by volume of alcohol potassium sulfonate                               .60%   by volume of alkyl terpene                                             2.80%  by volume of butyl ether (Butyl Cellusolve                                    by Union Carbide)                                                      2.80%  by volume of alkynolamide (Calamide C by                                      Pilot Chemical Co.)                                                    1.00%  by volume of ethylene oxide condensate                                        (Macon 4 by Stepan Chemical Co.)                                       24.00% by volume of tap water                                                 67.00% by volume of commercially available gasoline                           100.00%                                                                       ______________________________________                                    

The butyl ether acts as a solvent to provide the emulsion with a lowerviscosity. I have found that the lower the viscosity of the water-fuelemulsion, the more easily the manifold pressure acts to draw the fluidinto the vaporizer, without the need for pumping, thereby achieving aflow which varies in direct proportion to the engine demand.

Similarly, the ethylene oxide condensate acts as a thinner and thealkynolamide acts as an emulsifier.

The emulsion is best formed by mixing the chemicals with either thegasoline or the water and then mixing in the other component. That is,if the chemicals are first added to the gasoline, the mixture of thechemicals and gasoline is then added to the water, or vice versa.

The following formula represents an additive intended to be mixed withwater and gasoline to form a fuel for use in connection with the presentinvention.

EXAMPLE 3

    ______________________________________                                        16.00% by volume of alcohol sodium sulfate (Rexowet                                  NF, by Emkay, anionic)                                                 35.00% by volume of alkanolamine, super (Witcamide                                   #82, by Witco Chemical Company)                                        20.00% by volume of a solvent emulsifier blend                                       (Schercomul F, by Scherer Chemical Company)                            25.00% by volume of butyl ether (Butyl Cellusolve,                                   by Union Carbide)                                                      .67%   by volume of alkyl terpene (B, by Emkay,                                      non-ionic)                                                             .67%   by volume of butyl naphthalene sodium                                         sulfonate (BNS, by Emkay, anionic, modified                                   by sodium hydroxide)                                                   .66%   by volume of modified sodium sulfonate (#98                                   by Petrochem, anionic, dispersant)                                     2.00%  by volume of tap water                                                 100.00%                                                                       ______________________________________                                    

10% by volume of this additive is used with 65% by volume of gasolineand 25% by volume of water to form an electrolytic water-gasolineemulsion for use in connection with the present invention.

Having thus described my invention, I claim:
 1. The method of providingfuel for an internal combustion engine, comprising passing an electriccurrent through an electrolytically conductive emulsion of water andliquid hydrocarbon to generate a vapor, and mixing the vapor with air toform a fuel charge.
 2. The method of claim 1 wherein the emulsion ofwater and liquid hydrocarbon is made electrolytically conductive by thepresence of an electrolyte.
 3. The method of claim 2 wherein theelectrolyte constitutes an organic alkali metal compound.
 4. The methodof claim 3 wherein the liquid hydrocarbon constitutes gasoline.
 5. Themethod of claim 1 wherein the electric current is alternating current.6. The method of claim 1 wherein the electric current is a directcurrent.